A vehicle-mounted multi-computer interconnection control system using optocoupler isolation double-wire simple replacement CAN bus

Abstract

The application provides a kind of vehicle-mounted multi-computer interconnection control system using optical coupling isolation double-wire simple alternative CAN bus, and relates to vehicle bus safety redundancy control technical field.The system includes main control core computer, at least one function control computer, at least one man-machine interaction terminal, at least one sensor module, at least one actuator module, and optical coupling isolation double-core exclusive communication signal line, the whole vehicle main control core computer, all function control computers, all man-machine interaction terminals, all sensor modules and all actuator modules are connected in parallel to the optical coupling isolation double-core exclusive communication signal line.The application only needs two optical coupling isolation signal lines, that is, the whole vehicle CAN-H, CAN-L line and all original vehicle complex control signal harness can be replaced, the line structure is extremely simple, the failure point is less, the safety hidden danger is greatly reduced, the whole vehicle electric control operation is stable, the protection is strong, and the maintenance is convenient.

Description

Technical Field

[0001] This invention relates to the fields of multi-computer collaborative communication in vehicle electronic control, simplification of onboard ECU signal transmission harness, and vehicle bus safety redundancy control technology. Specifically, it is an onboard multi-computer interconnection control system that uses optocoupler-isolated dual-wire simplified replacement of CAN bus. Background Technology

[0002] Currently, the multi-computer communication control of all vehicles and off-road mobile machinery almost entirely relies on CAN-H and CAN-L buses connected by a network of numerous multi-branch control signal harnesses. As the functions of vehicle electronic control systems become increasingly sophisticated, the number of on-board electronic control units is growing exponentially, leading to a surge in the number of original vehicle wiring harnesses, connectors, nodes, and wiring structures. This traditional CAN bus architecture with its complex wiring harnesses suffers from several insurmountable drawbacks: With a high failure rate and significant safety hazards, the wiring is prone to aging, short circuits due to damaged insulation, poor contact, electromagnetic interference, and signal crosstalk during long-term use. Especially under harsh working conditions such as those of engineering vehicles and special-purpose vehicles, environmental factors such as vibration, high temperature, high humidity, and oil contamination will further accelerate the aging and damage of the wiring, which can easily lead to vehicle failures. Lacking electrical isolation protection, the original vehicle's CAN bus has no electrical isolation protection. Once a short circuit, high voltage pulse impact, or line fault occurs, it can easily cause multiple on-board computers to burn out, resulting in serious problems such as communication disconnection, vehicle speed and torque limitation, and engine stalling while driving, posing a great threat to driving safety. Troubleshooting is difficult and repair costs are high. The original vehicle wiring harness has a complex structure with many branches and hidden fault points, making it impossible to accurately locate the fault. Repair personnel often need to spend a lot of time checking the wiring one by one, resulting in a large workload, low efficiency, and high after-sales costs. Therefore, this invention proposes to develop an in-vehicle multi-computer interconnection control system that can completely replace the traditional CAN bus and complicated wiring harness, with simple structure, low failure rate, safety and reliability, convenient maintenance and strong expandability. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a vehicle-mounted multi-computer interconnection control system that uses optocoupler-isolated dual-wire lines to replace the CAN bus in a simplified manner. It only requires two optocoupler-isolated signal lines to completely replace the original vehicle's CAN-H and CAN-L lines, as well as all the original vehicle's complex control signal harnesses. The wiring structure is extremely simple, with fewer fault points and significantly reduced safety hazards. The vehicle's electronic control system operates stably, has strong protection, and is easy to maintain. At the same time, it has excellent modular expansion capabilities and is suitable for various types of vehicles and non-road mobile machinery.

[0004] To achieve the above objectives, the present invention provides the following technical solution: A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated dual-wire simplified replacement of CAN bus includes a main control core computer, at least one functional control computer, at least one human-machine interaction terminal, at least one sensor module, at least one actuator module, and optocoupler-isolated dual-core dedicated communication signal lines. The system is characterized in that: the vehicle's main control core computer, all functional control computers, all human-machine interaction terminals, all sensor modules, and all actuator modules are connected in parallel to the optocoupler-isolated dual-core dedicated communication signal lines. The system, through the two optocoupler-isolated dedicated signal lines, completely replaces the original vehicle's CAN-H and CAN-L communication lines and the original vehicle's complex multi-branch control signal harness, achieving bidirectional data transmission and collaborative control between all electronic control units in the vehicle. The functional control computers include, but are not limited to, engine control computers, transmission control computers, body control computers, chassis control computers, battery management systems, motor controllers, hydraulic system controllers, and crane operation controllers. The human-machine interaction terminal includes, but is not limited to, LCD instrument display terminal, central control display screen, vehicle multimedia terminal, and remote monitoring terminal; The sensor modules include, but are not limited to, speed sensors, temperature sensors, pressure sensors, position sensors, acceleration sensors, liquid level sensors, cameras, and radar; The actuator module includes, but is not limited to, fuel injectors, spark plugs, throttle valves, solenoid valves, motors, hydraulic pumps, lighting systems, and braking systems.

[0005] Furthermore, the optocoupler-isolated dual-core dedicated communication signal line adopts an optocoupler isolation structure to achieve complete electrical isolation between all access units, effectively isolating electromagnetic interference, high-voltage pulse impacts, and line short-circuit current transmission. A single line fault will not damage multiple vehicle-mounted electronic control units.

[0006] Furthermore, the optically isolated dual-core dedicated communication signal line can flexibly select various transmission media such as ordinary wires, high-speed shielded wires, twisted pairs, and optical fibers according to different vehicle models and operating conditions, supporting application scenarios with different transmission rates and transmission distances.

[0007] Furthermore, the system adopts a bidirectional multi-core signal interaction transmission mode, supports multiple nodes to send and receive data simultaneously, and the data transmission adopts a combination of time division multiplexing and frequency division multiplexing, which can meet the real-time data transmission requirements of all electronic control units in the vehicle.

[0008] Furthermore, the system has real-time line monitoring and fault self-diagnosis functions, which can monitor the line communication status, signal attenuation, loose connections and open circuits, and the working status of each module in real time. When line abnormalities, signal abnormalities or module failures occur, the system automatically generates corresponding fault codes and uploads them to the vehicle's main control core computer and human-machine interaction terminal, and accurately determines the fault location through the fault codes.

[0009] Furthermore, the system has built-in fault-tolerant protection logic. When an abnormality in the communication line or loss of non-critical data is detected, the idle speed maintenance protection mode is automatically triggered to control the engine or power system to maintain idle speed. The vehicle will not stall unexpectedly or lose power, ensuring that the vehicle can be safely driven to the roadside or repair site for repair.

[0010] Furthermore, the system has an active fault warning function. When the vehicle is in a faulty idling state or an abnormal state of signal loss, the system will automatically activate the vehicle's hazard lights warning safety mode and issue an audible and visual alarm through the human-machine interface terminal to actively warn the outside world and prevent secondary accidents from occurring.

[0011] Furthermore, the system is equipped with a signal hierarchical response mechanism, which sets key signals related to driving safety, such as brake signals, emergency braking signals, and airbag trigger signals, as the highest response priority. Under any operating condition, the corresponding control commands are executed first to ensure the reliable operation of the vehicle braking and safety system. Furthermore, the system has modular expansion capabilities. Newly added vehicle control modules, peripheral devices, and functional units can be connected in parallel to the dedicated optically isolated dual-core communication signal line and complete protocol matching to achieve unified network management and control without modifying the original line structure.

[0012] Furthermore, all engine sensors connected to the engine control computer share a single sensor feedback signal line, employing a three-layer hierarchical transmission architecture consisting of voltage base, intermediate frequency pulse, and high frequency partition. The voltage base layer uses slow-changing analog sensors such as water temperature, intake air temperature, oil pressure, intake air pressure, and throttle position, and shares a common sensor feedback signal line to transmit the basic DC signal. The intermediate frequency pulse layer consists of crankshaft position, camshaft, and vehicle speed sensors, with intermediate frequency pulse waveforms superimposed on the same sensor feedback signal line; The high-frequency partition layer consists of the front oxygen sensor, the rear oxygen sensor, and the knock sensor, each with its own allocated high-frequency band window. They are transmitted on the same line without crosstalk. The controller accurately separates and identifies the signals of each sensor through the signal frequency and amplitude characteristics, enabling a single signal line to carry all engine sensor feedback data.

[0013] Furthermore, the lighting system adopts a closed-loop dual-wire wiring structure, which is divided into two modes: O-type full-body closed loop and 8-type zone closed loop. The O-type full-body closed loop is an optically isolated dual-core signal line that is routed in an O-shape around the periphery of the vehicle body, sequentially connecting the left front headlight, right front headlight, right rear taillight, left rear taillight, left door, and right door lighting actuators to form a complete electrical closed loop; The 8-type partitioned closed loop: the optically isolated dual-core signal line is laid in an 8-shape, dividing the vehicle body into two independent closed loops: the front control area and the rear functional area. The front control area covers the left front headlight, the right front headlight and the instrument panel lights, while the rear functional area covers the left rear taillight, the right rear taillight, the left door and the right door lights. Both modes achieve bidirectional redundant transmission of lighting signals, and a single line break will not affect the overall operation of the lighting system.

[0014] This invention provides an in-vehicle multi-computer interconnection control system that uses optocoupler-isolated two-wire simplified replacement for the CAN bus. It has the following advantages: 1. This invention provides an in-vehicle multi-computer interconnection control system that uses optocoupler-isolated dual-wire to replace the CAN bus in a simplified manner. This system can replace the original vehicle CAN bus and all the complicated control wiring harnesses with only two signal lines. It has fewer wiring joints and fewer fault points, which reduces safety hazards such as short circuits, loose connections, and aging damage from the root. At the same time, it significantly reduces the weight of the vehicle and reduces wiring losses. Furthermore, it achieves complete electrical isolation between all electronic control units, which can effectively resist interference, prevent high voltage, and prevent short circuits, avoiding the burnout of multiple computers. The overall electrical safety of the vehicle has achieved a qualitative leap.

[0015] 2. This invention provides an in-vehicle multi-computer interconnection control system that uses optocoupler-isolated dual-wire to replace the CAN bus in a simplified manner. It has strong universality and adaptability to all vehicle models and can flexibly select different transmission media according to different vehicle models and operating conditions. It is applicable to fuel vehicles, hybrid vehicles, new energy vehicles, commercial vehicles, engineering vehicles, special operation vehicles and various non-road mobile machinery. It has extremely strong universality and adaptability, and the fault self-diagnosis can accurately locate the fault. The system can conveniently maintain the vehicle at low cost. The system automatically generates fault codes and accurately locates the fault location. The maintenance is simple and the troubleshooting is fast, which greatly reduces the cost and time of after-sales maintenance.

[0016] 3. This invention provides an in-vehicle multi-computer interconnection control system that uses optocoupler-isolated dual-wire simplified replacement for the CAN bus. By using three-layer co-line transmission technology for engine sensors, the original dozens of engine sensor feedback lines are simplified to a single signal line, significantly reducing the complexity of the engine compartment wiring harness and the number of fault points. At the same time, frequency layering and amplitude differentiation technology ensure signal transmission accuracy and anti-interference capability, making the engine electronic control system more stable and reliable. Furthermore, it adopts an O-type or 8-type closed-loop dual-wire wiring structure to replace the traditional star-shaped distributed wiring of the lighting system, realizing bidirectional redundant transmission of lighting signals. A single line break will not cause the corresponding light to fail. It also further simplifies the vehicle body wiring harness, reducing wiring difficulty and maintenance costs. Attached Figure Description

[0017] Figure 1 This is a system module diagram of the vehicle-mounted multi-computer interconnection control system of the present invention; Figure 2 This is a system workflow diagram of the vehicle-mounted multi-computer interconnection control system of the present invention; Figure 3 This is a schematic diagram of the O-type closed-loop wiring structure of the lighting system of the vehicle multi-computer interconnection control system of the present invention. Figure 4 This is a schematic diagram of the 8-zone closed-loop wiring structure of the lighting system of the vehicle-mounted multi-computer interconnection control system of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Example 1:

[0019] like Figure 1-4 As shown, this embodiment of the invention provides an in-vehicle multi-computer interconnection control system that uses optocoupler-isolated dual-wire to simplify the replacement of the CAN bus. The system includes a main control core computer, at least one functional control computer, at least one human-machine interface terminal, at least one sensor module, at least one actuator module, and optocoupler-isolated dual-core dedicated communication signal lines. The system's key feature is that the main control core computer, all functional control computers, all human-machine interface terminals, all sensor modules, and all actuator modules are connected in parallel to the optocoupler-isolated dual-core dedicated communication signal lines. The system uses these two optocoupler-isolated dedicated signal lines to completely replace the original CAN-H and CAN-L communication lines and the original complex multi-branch control signal harnesses, enabling bidirectional data transmission and collaborative control between all electronic control units in the vehicle. The functional control computers include, but are not limited to, engine control computers, transmission control computers, body control computers, chassis control computers, battery management systems, motor controllers, hydraulic system controllers, and crane operation controllers. The human-machine interaction terminal includes, but is not limited to, LCD instrument display terminal, central control display screen, vehicle multimedia terminal, and remote monitoring terminal; The sensor modules include, but are not limited to, speed sensors, temperature sensors, pressure sensors, position sensors, acceleration sensors, liquid level sensors, cameras, and radar; The actuator module includes, but is not limited to, fuel injectors, spark plugs, throttle valves, solenoid valves, motors, hydraulic pumps, lighting systems, and braking systems; The optocoupler-isolated dual-core dedicated communication signal line adopts an optocoupler isolation structure to achieve complete electrical isolation between all access units. It can effectively isolate electromagnetic interference, high voltage pulse impact and line short circuit current. A single line fault will not damage multiple vehicle electronic control units. The optically isolated dual-core dedicated communication signal line can flexibly select from various transmission media such as ordinary wires, high-speed shielded wires, twisted pairs, and optical fibers according to different vehicle models and working conditions, supporting application scenarios with different transmission rates and transmission distances. The system adopts a bidirectional multi-core signal interaction transmission mode, supports multiple nodes to send and receive data simultaneously, and uses a combination of time division multiplexing and frequency division multiplexing for data transmission, which can meet the real-time data transmission requirements of all electronic control units in the vehicle. The system has real-time line monitoring and fault self-diagnosis functions, which can monitor the line communication status, signal attenuation, loose connection and open circuit status and the working status of each module in real time. When line abnormality, signal abnormality or module failure occurs, the corresponding fault code is automatically generated and uploaded to the vehicle main control core computer and human-machine interaction terminal at the same time, and the fault location is accurately determined through the fault code. The system has built-in fault tolerance protection logic. When an abnormality in the communication line or loss of non-critical data is detected, the idle speed maintenance protection mode is automatically triggered to control the engine or power system to keep idling. The vehicle will not stall unexpectedly or lose power, ensuring that the vehicle can be safely driven to the roadside or repair site for repair. The system has an active fault warning function. When the vehicle is in a faulty idling state or signal loss abnormal state, it will automatically activate the vehicle's hazard warning safety mode and issue an audible and visual alarm through the human-machine interaction terminal to actively warn the outside world and avoid secondary accidents. The system is equipped with a signal hierarchical response mechanism, which sets key signals related to driving safety, such as brake signals, emergency braking signals, and airbag trigger signals, as the highest response priority. Under any operating condition, the corresponding control commands are executed first to ensure the reliable operation of the vehicle braking and safety system. The system has modular expansion capabilities. Newly added vehicle control modules, peripheral devices and functional units can be connected in parallel to the dedicated optically isolated dual-core communication signal line and the protocol matching can be completed to achieve unified network management and control without changing the original line structure.

[0020] All engine sensors connected to the engine control computer share a single sensor feedback signal line. The transmission architecture is a three-layer structure consisting of voltage base, medium frequency pulse, and high frequency partition. The voltage base layer carries the basic DC signals from slow-changing analog sensors such as water temperature, intake air temperature, oil pressure, intake air pressure, and throttle position. The signal amplitude range is 0-5V, corresponding to the sensor measurement range. The mid-frequency pulse layer superimposes the mid-frequency pulse waveforms of the crankshaft position, camshaft, and vehicle speed sensors, with a pulse frequency range of 100Hz-10kHz. Different sensor signals are distinguished by different pulse frequencies. The high-frequency partition layer allocates independent high-frequency band windows in the range of 10kHz-100kHz for the front oxygen sensor, rear oxygen sensor, and knock sensor. The signals of each sensor are transmitted in their respective frequency bands without crosstalk. The engine control computer has a built-in multi-band signal demodulation circuit that accurately separates and identifies the signals of each sensor by means of the signal frequency and amplitude characteristics. This enables a single signal line to carry all the feedback data of the engine sensors, reducing the number of sensor feedback lines in the traditional engine compartment from dozens to one, and significantly reducing the complexity of the wiring harness and the probability of failure.

[0021] The lighting system adopts a closed-loop dual-wire wiring structure, which is divided into two modes: O-type full-body closed loop and 8-type zone closed loop, which can be flexibly selected according to the body structure of different models. O-type full-body closed-loop mode: The optically isolated dual-core signal line is routed in an O-shape around the inner side of the body sheet metal. The routing path is as follows: left front headlight → right front headlight → right rear taillight → left rear taillight → left door → right door → back to the main control core computer, forming a complete electrical closed-loop circuit. All lighting actuators are connected in parallel to this closed-loop signal line to achieve bidirectional transmission of lighting control signals. When a break occurs at any point in the closed-loop line, the control signal can be transmitted to the corresponding lighting unit through the reverse path to ensure the normal operation of the lighting system. 8-type zoned closed-loop mode: Optical coupler isolated dual-core signal lines are laid in a figure-eight shape, and zone nodes are set at the instrument panel position to divide the vehicle body into two independent closed loops: the front control area and the rear functional area. The front control area closed loop covers the front lighting units such as the left front headlight, right front headlight, instrument panel indicator lights, and center console backlight. The rear function area closed loop covers the rear lighting units such as the left rear taillight, right rear taillight, left door light, right door light, and trunk light. The two closed loops are independent of each other, and a fault in one area will not affect the normal operation of the other area. At the same time, each closed loop still has bidirectional redundant transmission capability. Example 2:

[0022] like Figure 1-4 As shown, this embodiment of the invention provides an in-vehicle multi-computer interconnection control system that uses optocoupler-isolated two-wire simplified replacement for the CAN bus. Its working steps are as follows: Step 1: System power-on initialization; After the vehicle is ignited and powered on, the vehicle's main control core computer, various functional control computers, sensor modules, actuator modules, and human-machine interaction terminals simultaneously complete self-tests. Each electronic control unit has a built-in optocoupler isolation circuit to complete electrical isolation. All nodes automatically synchronize communication baud rate and networking protocol, and are all connected in parallel to the optocoupler isolation dual-wire communication link to complete the automatic networking of the vehicle's multi-computer communication network. Step 2: Full-area signal acquisition and uploading; All sensor modules, including those for vehicle speed, temperature, pressure, braking, throttle, fluid level, attitude, and radar imaging, collect real-time data on vehicle operating conditions, work status, and environmental parameters. The raw data signals are then uploaded to the vehicle's main control computer and corresponding function control computers via optocoupler-isolated dual wires in a time-division multiplexing manner. Engine sensor data is transmitted via a three-layer co-line transmission method consisting of voltage base, intermediate frequency pulse, and high frequency partition. The data is then uploaded to the engine control computer via a single sensor feedback signal line and synchronized to the vehicle's main control computer via optocoupler-isolated dual wires in a time-division multiplexing manner. The optocoupler isolation layer isolates high-voltage pulses, electromagnetic interference and electrostatic crosstalk in real time, preventing interference signals from entering the communication link; Step 3: Centralized computation and instruction distribution by the main controller; The vehicle's main control core computer receives the collected data uploaded by all nodes, performs summary analysis, logical operations and working condition judgment, and distributes control commands to various functional units such as engine control computer, transmission control computer, battery management system, motor controller, engineering vehicle hydraulic controller, and crane lifting operation controller according to preset signal priority rules, so as to realize the coordinated linkage control of power, chassis, body and working mechanism. Step 4: Respond first to high-priority signals; High-risk safety signals such as vehicle braking, emergency shutdown, safety protection, and crane limit protection are set to the highest priority; once triggered, they immediately seize the optically isolated dual-line communication resources, interrupt the transmission of ordinary entertainment and comfort-type low-priority signals, and prioritize the execution of protective actions such as braking, fuel cut-off, and limit locking, adapting to the safety control needs of all types of vehicles including passenger cars, new energy vehicles, engineering vehicles, and cranes. Step 5: Two-way data feedback and status synchronization; After each functional control computer and actuator module executes the corresponding control command, it feeds back its own working status, execution progress and load parameters to the vehicle's main control core computer in real time. The main control computer then pushes the vehicle's operating conditions, fault status and operating parameters to the LCD instrument panel, central control screen and remote monitoring terminal to realize real-time interactive display of human and vehicle information. Step 6: Real-time monitoring and self-diagnosis of communication links; The vehicle's main control core computer periodically sends heartbeat detection signals to all network nodes to monitor the continuity, signal attenuation, loose connection, short circuit, and online status of each module in real time. Once a communication abnormality, node disconnection, signal distortion, or module failure is detected, a standardized fault code is automatically generated to pinpoint the specific faulty line and the location of the faulty module. Step 7: Fault tolerance and safety fallback control; When a local anomaly in the dual-line communication or a non-core module goes offline is detected, the system automatically activates the fault-tolerant operation logic to maintain engine idling speed, ensure that the power system is not cut off, and lock the working mechanism smoothly. The engineering crane will not suddenly stall or lose control and speed. At the same time, the fault node is isolated, so as not to affect the normal operation of other electronic control units. Step 8: Active fault warning and audio-visual prompts; After the system determines that a communication failure or module abnormality has occurred, it will automatically and forcibly turn on the vehicle's hazard warning lights. At the same time, the instrument panel will display a fault text prompt and start the audible and visual alarm. The engineering vehicle and crane will simultaneously trigger the work alarm indicator light and buzzer to warn surrounding personnel and equipment and avoid secondary accidents and work safety risks. Step 9: Modular node plug-and-play expansion process; When adding new units such as autonomous driving modules, vehicle peripherals, crane intelligent monitoring modules, and new energy battery expansion modules, it is only necessary to connect the optical isolation interface of the new module in parallel to the original dual-line communication link, complete the protocol matching and address assignment, and it can automatically join the network and be recognized and controlled by the main control computer without having to re-lay out the vehicle wiring harness or modify the original control architecture. Step 10: Power-down sleep mode and power-off protection; After the vehicle is powered off, the main control computer of the vehicle sequentially issues hibernation commands to each module. All electronic control units exit the communication network in an orderly manner, and the optocoupler isolation circuit maintains electrical isolation. The system records and stores the fault log and operating data of this operation. When the vehicle is powered on again, it can be retrieved and inspected with one click, thus completing the safe power-off process of the whole vehicle system.

[0023] The following points should be noted in this article: 1. The accompanying drawings of the embodiments disclosed herein only relate to the structures involved in the embodiments disclosed herein; other structures can be referred to in general design.

[0024] 2. Where there is no conflict, the embodiments of this disclosure and the features in the embodiments can be combined with each other to obtain new embodiments.

[0025] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

Claims

1. A vehicle-mounted multi-computer interconnection control system employing optocoupler-isolated dual-wire simplified replacement for CAN bus, comprising a main control core computer, at least one functional control computer, at least one human-machine interface terminal, at least one sensor module, at least one actuator module, and an optocoupler-isolated dual-core dedicated communication signal line, characterized in that: The vehicle's main control core computer, all functional control computers, all human-machine interaction terminals, all sensor modules, and all actuator modules are all connected in parallel to the optically isolated dual-core dedicated communication signal line. The system uses the two optically isolated dedicated signal lines to completely replace the original vehicle's CAN-H and CAN-L communication lines and the original vehicle's complex multi-branch control signal harness, realizing bidirectional data transmission and collaborative control between all electronic control units in the vehicle. The functional control computers include, but are not limited to, engine control computers, transmission control computers, body control computers, chassis control computers, battery management systems, motor controllers, hydraulic system controllers, and crane operation controllers. The human-machine interaction terminal includes, but is not limited to, LCD instrument display terminal, central control display screen, vehicle multimedia terminal, and remote monitoring terminal; The sensor modules include, but are not limited to, speed sensors, temperature sensors, pressure sensors, position sensors, acceleration sensors, liquid level sensors, cameras, and radar; The actuator module includes, but is not limited to, fuel injectors, spark plugs, throttle valves, solenoid valves, motors, hydraulic pumps, lighting systems, and braking systems.

2. The vehicle-mounted multi-computer interconnection control system using optocoupler-isolated dual-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The optocoupler-isolated dual-core dedicated communication signal line adopts an optocoupler isolation structure to achieve complete electrical isolation between all access units. It can effectively isolate electromagnetic interference, high voltage pulse impact and line short circuit current, and a single line fault will not damage multiple vehicle electronic control units.

3. The vehicle-mounted multi-computer interconnection control system using optocoupler-isolated two-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The optically isolated dual-core dedicated communication signal line can flexibly select from various transmission media such as ordinary wires, high-speed shielded wires, twisted pairs, and optical fibers according to different vehicle models and operating conditions, supporting application scenarios with different transmission rates and transmission distances.

4. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated two-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The system adopts a bidirectional multi-core signal interaction transmission mode, supports multiple nodes to send and receive data simultaneously, and uses a combination of time division multiplexing and frequency division multiplexing for data transmission, which can meet the real-time data transmission requirements of all electronic control units in the vehicle.

5. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated dual-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The system has real-time line monitoring and fault self-diagnosis functions, which can monitor the line communication status, signal attenuation, loose connection and open circuit status, and the working status of each module in real time. When line abnormality, signal abnormality or module failure occurs, the corresponding fault code is automatically generated and uploaded to the vehicle main control core computer and human-machine interaction terminal simultaneously, and the fault location is accurately determined through the fault code.

6. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated dual-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The system has built-in fault tolerance protection logic. When an abnormality in the communication line or loss of non-critical data is detected, the idle speed maintenance protection mode is automatically triggered to control the engine or power system to keep idling. The vehicle will not stall unexpectedly or lose power, ensuring that the vehicle can be safely driven to the roadside or repair site for repair.

7. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated two-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The system has an active fault warning function. When the vehicle is in a faulty idling state or a signal loss abnormal state, it will automatically activate the vehicle's hazard lights warning safety mode and issue an audible and visual alarm through the human-machine interaction terminal to actively warn the outside world and avoid secondary accidents.

8. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated two-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The system is equipped with a signal hierarchical response mechanism, which sets key signals related to driving safety, such as brake signals, emergency braking signals, and airbag trigger signals, as the highest response priority. Under any operating condition, the corresponding control commands are executed first to ensure the reliable operation of the vehicle's braking and safety systems.

9. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated two-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The system has modular expansion capabilities. Newly added vehicle control modules, peripheral devices and functional units can be connected in parallel to the dedicated optically isolated dual-core communication signal line and the protocol matching can be completed to achieve unified network management and control without changing the original line structure.

10. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated two-wire simplified replacement of CAN bus as described in claim 1, characterized in that: All engine sensors connected to the engine control computer share a single sensor feedback signal line, and adopt a three-layer hierarchical transmission architecture consisting of voltage base, medium frequency pulse, and high frequency partition. The voltage base layer uses slow-changing analog sensors such as water temperature, intake air temperature, oil pressure, intake air pressure, and throttle position, and shares a common sensor feedback signal line to transmit the basic DC signal. The intermediate frequency pulse layer consists of crankshaft position, camshaft, and vehicle speed sensors, with intermediate frequency pulse waveforms superimposed on the same sensor feedback signal line; The high-frequency partition layer consists of the front oxygen sensor, the rear oxygen sensor, and the knock sensor, each with its own allocated high-frequency band window. They are transmitted on the same line without crosstalk. The controller accurately separates and identifies the signals of each sensor through the signal frequency and amplitude characteristics, enabling a single signal line to carry all engine sensor feedback data.

11. A vehicle-mounted multi-computer interconnection control system using optocoupler-isolated two-wire simplified replacement of CAN bus as described in claim 1, characterized in that: The lighting system adopts a closed-loop dual-wire wiring structure, which is divided into two modes: O-type full-body closed loop and 8-type zone closed loop. The O-type full-body closed loop is an optically isolated dual-core signal line that is routed in an O-shape around the periphery of the vehicle body, sequentially connecting the left front headlight, right front headlight, right rear taillight, left rear taillight, left door, and right door lighting actuators to form a complete electrical closed loop; The 8-type partitioned closed loop: the optically isolated dual-core signal line is laid in an 8-shape, dividing the vehicle body into two independent closed loops: the front control area and the rear functional area. The front control area covers the left front headlight, the right front headlight and the instrument panel lights, while the rear functional area covers the left rear taillight, the right rear taillight, the left door and the right door lights. Both modes achieve bidirectional redundant transmission of lighting signals, and a single line break will not affect the overall operation of the lighting system.

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